CamshaftsThe right cam choice can make the difference between a bike that performs well or fails to perform. VThunder® cams provide the ultimate in arm-stretching, white knuckle power in both street and competitiveapplications.

Most cam designers concentrate on getting the most power in a particular RPM range and disregard valve trainclatter and power band width. The designers at VThunder® pay particular attention to ramp design to keep ourcams as quiet as possible and lobe design to maintain as wide a power band as possible. VThunder® cams aremade from 6150 aircraft quality steel for ultimate durability and resistance to premature cam failure from metalfatigue. We heat treat our cams to provide a case depth that allows for long term use under extreme loads.With the aid of computer controlled machining centers, VThunder® cams are held to extremely precise tolerances.

Backed by hundreds of hours on the Dyno and on-bike testing, our power proven cams provide added punch forall levels of performance needs and riding styles for Evolution® and Shovel engines. Our cams provide thelongevity and valve train integrity you’ve come to expect with Harley Davidson®. Made in the U.S.A. withAmerican steel, our cams are packaged in full color high-strength boxes complete with detailed installationinstructions. VThunder® by COMP Cams® also offers a one-off special cam grind service.

Why do we do all these things? Easy . . . We want you to be happy with our products!!!

• Increased compression ratio or decreased camshaft duration will increase cylinder pressure.

• Lift helps produce torque and horsepower.

• 30º or less overlap normally produces the best low-end power.

• The tighter the centerline; the shorter the power band.

Some products not legal for sale or use in California on pollution controlled vehicles1

EVL-5000P-5025P Includes cam, 7002R-KIT adjustable push rods and VT7006 Torrington bearing. (NG for no gear)

EVL-5000SP-5020SP Includes cam, 9702-KIT spring kit, 7002R-KIT adjustable push rods and VT7006 Torrington bearing.

EVL-5001SP-5021SP Includes cam, 9703-KIT spring kit, 7002R-KIT adjustable push rods and VT7006 Torrington bearing.

EVL-5025SP Includes cam, 9801-KIT spring kit, 7002R-KIT adjustable push rods and VT7006 Torrington bearing.

EVL-5026SP Includes cam, 9802-KIT spring kit, 7002R-KIT adjustable push rods and VT7006 Torrington bearing.

9702-KIT: VT908 spring, 749 chromemoly retainer, 618 locks (10º super locks w/lash cap recess), 4784 spring seat

9703-KIT: VT908 spring, 727 titanium retainer, 618 locks (10º super locks w/lash cap recess), 4784 spring seat

9801-KIT: 927 spring, 732 titanium retainer, 618 locks (10º super locks w/lash cap recess), 4770 spring seat

9802-KIT: 927 spring, 721LW titanium retainer, 618 locks (10º super locks w/lash cap recess), 4770 spring seat

Kit Part #’s Includes

9702 / 9703-KIT 1.510" .745" 184 @ 1.850" 422 @ 1.280" 1.080" .675" lift

9801 / 9802-KIT 1.539" .731” 221 @ 1.900" 514 @ 1.300" 1.175" .665" lift

Part # O.D. I.D. Pressure@ Pressure@ Coil Bind ApplicationChecking Open Height Good To

Height Height

7002R-KIT: Fast Times .049 wall chromemoly adjustable pushrods

Evolution® Xtreme Energy™ Big Twin Cams Specs

Evolution® Xtreme Energy™ Big Twin Cam Kits

We also offer special grind EVO cams 2

EVL-5000 .562 / .562 .346 / .346 230 / 230 17/33 41/9 98 / 106 102 .515” .106” / .080” .172” / .130”

EVL-5005 .569 / .569 .350 / .350 236 / 236 18/38 42/14 100 / 104 102 .515” .109” / .097” .177” / .158”

EVL-5010 .585 / .585 .360 / .360 244 / 244 22/42 48/16 100 / 106 103 .505” .125” / .105” .203” / .171”

EVL-5015 .585 / .585 .360 / .360 252 / 252 26/46 52/20 100 / 106 103 .505” .140” / .112” .228” / .182”

EVL-5020 .585 / .585 .360 / .360 260 / 260 28/52 56/24 102 / 106 104 .505” .147” / .133” .239” / .216”

EVL-5025 .601 / .601 .370 / .370 268 / 272 32/56 64/28 102 / 108 105 .495” .162” / .148” .263” / .240”

Lobe BaseGross Duration Valve Timing Center Lobe Circle Tappet Lift Valve Lift

Part # Valve Lift Lobe Lift @.053 Open/Close Line Separation Radius @TDC @TDCin. / ex. in. / ex. in. / ex. in. / ex. in. / ex. in. / ex. in. / ex.

EVL-5000... excellent low end and mid range power from idle to 5300 rpm. Great for two up riding or pulling a trailerEVL-5005... Power from 1500-5500rpm. Strong low end and mid range power for heavy bikes. Good on highwayEVL-5010... Increased mid and upper end power for lighter bikes. Stock heads with spring change ok. 1800-5800 rpmEVL-5015... Great mid and upper end power in modified 80/88 in. Increased compression (9.5:1), pipes and carb workEVL-5020... 88 in. and up, 10:1 compression, performance carb. / exhaust. Good power in light bike. Up to 6500 rpmEVL-5025... For serious power in 88 cu. in. and up, 10.5:1 compression, head work, performance exhaust and carb

Add NG for cam without gear (5020NG/5020SPNG)

Evolution® Big Twin Cams

Evolution® Big Twin Cam Specs

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EVL-2000 .480 / .456 .300 / .285 220 / 214 2/38 / 35/1 108 / 108 108 .530" .059" / .049" .094" / .078"

EVL-2015 .500 / .500 .3125 / .3125 224 / 234 14/22 / 49/5 94 / 112 103 .530" .092" / .069" .147" / .110"

EVL-3000 .500 / .500 .3125 / .3125 224 / 224 10/34 / 34/10 102 / 102 102 .530" .080" / .080" .128" / .128"

EVL-3010 .500 / .500 .3125 / .3125 234 / 234 15/39 / 39/15 102 / 102 102 .530" .096" / .096" .154" / .154"

EVL-3020 .500 / .500 .3125 / .3125 240 / 240 18/42 / 42/18 102 / 102 102 .530" .106" / .106" .170" / .170"

EVL-3030 .530 / .530 .3313 / .3313 240 / 240 16/44 / 44/16 104 / 104 104 .525" .099" / .099" .158" / .158"

EVL-3040 .510 / .510 .3188 / .3188 242 / 252 17/45 / 50/22 104 / 104 104 .528" .101" / .117" .162" / .187"

EVL-3050 .510 / .510 .3188 / .3188 252 / 252 20/52 / 52/20 106 / 106 106 .530" .111" / .112" .180" / .182"

EVL-3060 .585 / .585 .3625 / .3625 260 / 270 26/54 / 59/31 104 / 104 104 .515" .131" / .145" .213" / .236"

EVL-3070 .608 / .608 .380 / .380 270 / 274 29/61 / 63/31 106 / 106 106 .508" .144" / .149" .230" / .238"

Lobe BaseGross Duration Valve Timing Center Lobe Circle Tappet Lift Valve Lift

Part # Valve Lift Lobe Lift @.053 Open/Close Line Separation Radius @TDC @TDCin. / ex. in. / ex. in. / ex. in. / ex. in. / ex. in. / ex. in. / ex.

Add NG for cam without gear. (EVL-3030NG)

With WithoutGear Gear Description

EVL-2000 EVL-2000NG hydraulic • bolt-in • excellent cam for stock replacements • good flat torque curve • more power than stock • off idle to 4800

EVL-2015 EVL-2015NG hydraulic • bolt-in • good low & mid-range power for fuel injected baggersEVL-3000 EVL-3000NG hydraulic • bolt-in • good low end torque for heavy bikes • two up riding • trailer

puller • off idle to 5500 rpmEVL-3010 EVL-3010NG hydraulic • bolt-in • 80 inch engines • good low end torque and mid-range in heavy

and light bikes • 1500 to 5800 rpm • excellent fuel mileageEVL-3020 EVL-3020NG hydraulic • bolt-in • 80 inch engines • strong mid-range and upper end power with

stock heads • 1800 to 6000 rpmEVL-3030 EVL-3030NG hydraulic • use 9702 / 9703-kit V-Thunder springs • 80-88 inch engines • more mid

and upper end power than EVL 3020 • works well with up to 10:1 compression 2000-6800 rpm

EVL-3040 EVL-3040NG hydraulic • use 9702 / 9703-kit V-Thunder springs • split duration cam for light bikes • 80-88 inch engines • more mid-range and upper end power than EVL-3030 • 2500-6500 rpm

EVL-3050 EVL-3050NG hydraulic • use 9702 / 9703-kit V-Thunder springs • good performance cam on light bikes • pulls hard at upper end • likes pipes, carburetor and 9:1 to 10:1 compres-sion and up • 7000 rpm

EVL-3060 EVL-3060NG hydraulic • 9702 / 9703-kit V-Thunder springs • hot street or strip cam • needs carburetor, pipes and 10:1 compression • 88 inch engines and larger • 7000+ rpm

EVL-3070 EVL-3070NG hydraulic • 9900-kit V-Thunder springs • serious cam for outstanding top-end power • needs good heads, pipes & carburetor • power to 7500 rpm • 11:1 compression and up • works best in 88 inch engines and larger

VT7006... EVO Torrington Camshaft Bearing

Evolution® Big Twin Cam KitsThe EVL-3000 thru EVL-3020 will work as a bolt in cam with your stock springs, but if your stock springs areold or well used, new springs will insure the performance the cam is designed to give.

The EVL-3000SP through EVL-3020SP kits use 9700-KIT, EVL- 3001SP through EVL-3021SP uses 9701-KIT.

The EVL-3030SP through EVL-3060SP kits use 9702-KIT, EVL- 3031SP through EVL-3061SP uses 9703-KIT.

EVL-3070SP kit comes with the 9801-KIT spring kit.

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EVL-3000P, EVL-3010P AND EVL-3020P KIT Includes cam and 7002R-KIT pushrods and VT7006 Torrington camshaft bearing.

Kit Part #’s Includes

9700 / 9701-KIT 1.460" .700" 160 @ 1.850" 440 @ 1.280" 1.200" .600" lift

9702 / 9703-KIT 1.510" .745" 184 @ 1.850" 422 @ 1.280" 1.080" .675" lift

9801 / 9802-KIT 1.539" .731” 221 @ 1.900" 514 @ 1.300" 1.175" .665" lift

Part # O.D. I.D. Pressure@ Pressure@ Coil Bind ApplicationChecking Open Height Good To

Height Height

9700-KIT: VT977 spring, 740 chromemoly retainer, 618 locks (10º super locks w/lash cap recess),4770 spring seat

9701-KIT: VT977 spring, 730 titanium retainer, 618 locks (10º super locks w/lash cap recess), 4770 spring seat

Kit Part #’s Includes

9702-KIT: VT908 spring, 749 chromemoly retainer, 618 locks(10º super locks w/lash cap recess),4784 spring seat

9703-KIT: VT908 spring, 727 titanium retainer, 618 locks(10º super locks w/lash cap recess), 4784 spring seat

Kit Part #’s Includes

9801-KIT: 927 spring, 732 titanium retainer, 618 locks (10º super locks w/lash cap recess), 4770 spring seat

9802-KIT: 927 spring, 721 lightweight titanium retainer, 618 locks, 4770 spring seat

Kit Part #’s Includes

Shovelhead Cams

Shovelhead Cams Specs

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WithGear Description

SHV-4000 1978-84 engines • hydraulic • bolt-in • strong low end • good mid-rangeSHV-4001 1970-77 engines • hydraulic • bolt-in • strong low end • good mid-range

SHV-4010 1978-84 engines • hydraulic • valve springs required • more lift than SHV-4000 & SHV-4001 • more low end and mid-range

SHV-4011 1970-77 engines • hydraulic • valve springs required • more lift than SHV-4000 & SHV-4001 • more low end and mid-range

SHV-4020 1978-84 engines • hydraulic • valve springs required • increased mid-range over SHV-4010 & SHV-4011• good roll-on power

SHV-4021 1970-77 engines • hydraulic • valve springs required • increased mid-range over SHV-4010 & SHV-4011• good roll-on power

SHV-4030 1978-84 engines • hydraulic • hot street cam for small strokers • 74-80 inch engines • good power to 6000 rpm • likes carb, pipes and increased compression • valve springs required

SHV-4031 1970-77 engines • hydraulic • hot street cam for small strokers • 74-80 inch engines • good power to 6000 rpm • likes carb, pipes and increased compression • valve springs required

SHV-4040 1978-84 engines • hydraulic • valve springs required • good split duration cam for 74-80 inch engines with carburetor and pipes • longer exhaust help cool engine • power to 5800 rpm

SHV-4041 1970-77 engines • hydraulic • valve springs required • good split duration cam for 74-80 inch engines with carburetor and pipes • longer exhaust help cool engine • power to 5800 rpm

SHV-4050 1978-84 engines • hydraulic • very hot cam for street or drag • likes big engines • carburetor, pipes and increased compression a must • 84 to 96 inch strokers • 7000 rpm

SHV-4051 1970-77engines • hydraulic • very hot cam for street or drag • likes big engines • carburetor, pipes and increased compression a must • 84 to 96 inch strokers • 7000 rpm

SHV-4000 .450 / .450 .316 / .316 236 / 236 14/42 / 42/14 104 / 104 104 .515" .093" / .093" .133" / .133"

SHV-4001 .450 / .450 .316 / .316 236 / 236 14/42 / 42/14 104 / 104 104 .515" .093" / .093" .133" / .133"

SHV-4010 .485 / .485 .340 / .340 236 / 236 14/42 / 42/14 104 / 104 104 .470" .093" / .093" .133" / .133"

SHV-4011 .485 / .485 .340 / .340 236 / 236 14/42 / 42/14 104 / 104 104 .470" .093" / .093" .133" / .133"

SHV-4020 .485 / .485 .340 / .340 242 / 242 17/45 / 45/17 104 / 104 104 .470" .103" / .103" .147" / .147"

SHV-4021 .485 / .485 .340 / .340 242 / 242 17/45 / 45/17 104 / 104 104 .470" .103" / .103" .147" / .147"

SHV-4030 .485 / .485 .340 / .340 252 / 252 22/50 / 50/22 104 / 104 104 .470" .120" / .120" .171" / .171"

SHV-4031 .485 / .485 .340 / .340 252 / 252 22/50 / 50/22 104 / 104 104 .470" .120" / .120" .171" / .171"

SHV-4040 .485 / .485 .340 / .340 242 / 252 17/45 / 50/22 104 / 104 104 .470" .103" / .120" .147" / .171"

SHV-4041 .485 / .485 .340 / .340 242 / 252 17/45 / 50/22 104 / 104 104 .470" .103" / .120" .147" / .171"

SHV-4050 .550 / .550 .385 / .385 260 / 270 24/56 / 61/29 106 / 106 106 .470" .128" / .145" .182" / .207"

SHV-4051 .550 / .550 .385 / .385 260 / 270 24/56 / 61/29 106 / 106 106 .470" .128" / .145" .182" / .207"

Lobe BaseGross Duration Valve Timing Center Lobe Circle Tappet Lift Valve Lift

Part # Valve Lift Lobe Lift @.053 Open/Close Line Separation Radius @TDC @TDCin. / ex. in. / ex. in. / ex. in. / ex. in. / ex. in. / ex. in. / ex.

Late Model (78-84) has groove in Cam Gear.Early Model (70-77) does not have groove in Gear.

80-81 Engines are restricted to .430 lift due to the valve guides.Shovelhead Rocker Ratio - 1.43.

FAST TIMES™ PushrodsSo, what does it matter what pushrod I use? I mean, a pushrod is apushrod . . . right? WRONG!! The quality & construction of a pushrodcan mean the difference between valve train stability or instability dueto uncontrolled vibration (pushrod resonance). When the configurationand material properties of the pushrod are increased for the better, sowill the performance of that pushrod.

Because each and every VThunder® pushrod is manufactured from .049"wall, 4130 chromemoly steel and precision machined to exacting tolerances,they provide the ultimate in reliability and performance, with applications for EVOs, Shovels,and Panheads. Our “Fast Times™” pushrods feature an innovative adjustment system which makes installation a snap on EVO Big Twins by eliminating the necessity to remove the rocker boxes. The adjuster portion of thepushrod features 4140 high strength steel, with an induction hardened tip for severe service applications. Made in the United States.

Build-Your-OwnOur new 7003-KIT and 7004-KIT are specially designed for stroker motors with tall cylinders. Theyboth feature 7/16” diameter tubing. The 7003-KIT has a .049 wall thickness and features press-inends. The 7004-KIT has a slightly thicker .080 wall designed for fuel motors and features screw-inends. Just measure the length you need, cut the tubing, and press in the end. Faster, easier, precisionpushrods built on a history of winning performance and made in the United States. The 7004-KIT,with the threads right in the tube, works great in Stroker Motors where pushrod tube cover clearanceis a problem.

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• When installing Fast Times™ pushrods with stock style lifters, turn the adjuster out 3 turns (18 flats) from zero lash.

9002-KIT Panhead–1948-1965 Big Twin 1948-1965 Big Twins Pan

9002S-KIT Panhead–Stroker Pushrods* 1948-1965 Big Twins Pan

8002-KIT Shovelhead–1966-1984 Big Twin 1966-1984 Big Twins Shovel

8002S-KIT Shovelhead–Stroker Pushrods* 1966-1984 Big Twins Shovel

7002-KIT Evolution–1984-up Big Twin 1984-present Big Twins Evo

7002S-KIT Evolution–Stroker Pushrods* 1984-present Big Twins Evo

7013-KIT Stock Setup 1999-present Twin Cam TC88

7002R-KIT Evolution–Fast Times w/stock HD blocks 1984-present Big Twins Evo

7003-KIT .049 wall thickness -for tall cylinders 1984-present Big Twins Evo

7004-KIT .080 wall thickness -for tall cylinders 1984-present Big Twins Evo

VThunder Application Year Model EnginePushrods

Build-Your-Own Stroker Pushrod Kits

VThunder® push rods are 24 threads per inch. With 24 threads per inch one flat equals .0069”. One turn (6 flats) equals .0417”.You must adjust lifters to the lifter manufacturers specifications.

*Stoker Pushrods are .250” longer than standard pushrods

Springs, Retainers & LocksHarley Davidson®’s unique V-Twin design puts a tremendous amount ofstress on the valve train. With the increased pressures, valve springconsistency and reliability are at a premium. At VThunder®, we’veeliminated the worry.

In order to deal with these excessive demands, VThunder®

springs, retainers and locks are made from the highest gradematerials, such as Chromemoly and Titanium. Heat treated tothe highest industry standards, our valve train componentsare tested at levels that can’t be duplicated on the street or track.Our torture testing ensures not only consistent quality, butunmatched performance as well.

Our spring kits incorporate an interference double spring design with adamper. The damper keeps the inner and outer spring coils from locking together, while controlling power-robbing harmonics in the spring.

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VALVE LOCKSPART # DESCRIPTION YEAR MODEL ENGINE LOCK ANGLE VALVE STEM SIZE

VT612-4 Super Locks w/lash cap recess 1948-1984 Big Twins Pan/Shovel 10° 3/8"

VT616-4 Super Locks +.050 Inst. Hgt. 1957-1985 XL Exhaust Sportster 10° 3/8"w/o recess for lash caps

VT617-4 Super Locks w/o lash cap recess 1984-Present Big Twins/XL Exhaust Evo BT/Evo 10° 5/16"1957-1985 XL Intake Iron Sportster

VT618-4 Super Locks w/lash cap recess 1984-Present Big Twins/XL Exhaust Evo BT/Evo 10° 5/16"1957-1985 XL Intake Iron Sportster 10° 5/16"

VALVE SPRING RETAINERS

PART # DESCRIPTION YEAR MODEL ENGINE LOCK VALVE VALVE SPRINGANGLE STEM SIZE DIAMETER

VT730-4 Titanium, double springs 1984-Present Big Twins Evo 10° All 1.437-1.500"

VT732-4 Titanium, double springs 1984-Present Big Twins Evo 10° All 1.500-1.550"

VT740-4 Chromemoly 1984-Present Big Twins Evo 10° All 1.437-1.500"

VT741-4 Chromemoly 1984-Present Big Twins Evo 10° All 1.500-1.550"

SPRING SEATSPART # DESCRIPTION YEAR MODEL ENGINE THICKNESS I.D .O.D. FITS SPRING

I.D. I.D.VT4770-1 Spring Seat 1984-Present Big Twins Evo .060" .585" 1.500" NA .690"

VT4770-4 Spring Seat(set of 4) 1984-Present Big Twins Evo .060" .585" 1.500" NA .690"

VALVE SPRINGSPART # DESCRIPTION I.D. SEAT LOAD OPEN LOAD COIL BIND RATE (lbs/in)

VT927 1.539 Hi-Tech™ Endurance Valve Spring .731” 221 @ 1.900 514 @ 1.300 1.175” 488

VT972 1.460 Outer w/Damper 1.060" 125 @ 1.800 275 @1.300 1.150" 300

VT973 .970 Inner Spring .700" 45 @1.750 120 @ 1.200 1.075" 136

VT954 1.540 2 Spring Assembly .725" 195 @ 1.900 515 @ 1.250 1.175" 492

VT999 1.550 H-11 Spring Assembly .710" 230 @ 1.875 700 @ 1.200 1.100" 696

VT908 1.51 .745" 184 @ 1.85 422 @1.280 1.080" 425

Spring KitsVThunder®’s high performance valve spring kits are engineered for maximum performance in severe service applications such as highcompression, big inch motors.

Whether you’re cruisin’ on the streets or makin’ a pass down the track, our spring assemblies will last longer, fight harder and lift better. Our spring kits come in a variety of ranges and include locks, retainers and spring seats that are custom fit to provide positivelocation to prevent the spring from ‘dancing’ around on the cylinder head which can create harmful harmonics and excessive wear.We also feature a full line of springs and components for race applications that are available to professional racers direct through our‘Racers Only’ program. Bottom line . . . you wanna’ go fast? Use VThunder® Springs and components!!!!

Don’t believe us? Ask world record holder Pro Stock racers Rob Korn and speed wizard Craig Walters, or Lee Clemens of DepartureBike Works Racing what springs they chose to keep their bikes winning and setting records!!!

Performance Hydraulic Roller LiftersVThunder® by COMP Cams®, the leader in valve train technology, introduces their new replacementEvolution® Big Twin hydraulic roller lifter to its line of V-Twin aftermarket products. Our new lifterfeatures a rigid nodular cast iron body with a 52100 bearing, axle and wheel assembly for strength.VThunder®’s lifter utilizes an advanced ultra-high flow metering system which allows more oilmovement through the engine to aid in cooling. Each lifter is precision I.D. Ground and matchedwith a Graded piston, and features a high performance retaining ring.

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KITS INCLUDE SPRING LOCKS, RETAINERS AND LOWER SEATSTC88 Good street &

9700-KIT Evo Big Twin performance spring 1984-up 1.460" .700" Lbs.-160/ Lbs.-440/ 1.200" Chromemoly VT972Sportster EVO to .600" lift In.-1.850 In.-1.250" VT973

TC88 Good street &9701-KIT Evo Big Twin performance spring 1984-up 1.460" .700" Lbs.-160/ Lbs.-440/ 1.200" Titanium VT972

Sportster EVO to .600" lift In.-1.850 In.-1.250" VT973TC88 Super springs. Excellent

9702-KIT Evo Big Twin street & performance 1984-up 1.510" .745" Lbs.-184/ Lbs.-422/ 1.080" Chromemoly VT908Sportster EVO spring up to .675" lift In.-1.850 In.-1.280"

TC88 Super springs. Excellent9703-KIT Evo Big Twin street & performance 1984-up 1.510" .745" Lbs.-184/ Lbs.-422/ .080" Titanium VT908

Sportster EVO spring up to .675" lift In.-1.850 In.-1.280"9800-KIT TC88 For race applications Lbs.-195/ Lbs.-515/

Evo Big Twin up to .675" lift 1984-up 1.540 .725" In.-1.900 In.-1.250" 1.175" Titanium VT954Sportster EVO

9801-KIT TC88 Performance spring up Lbs.-233/ Lbs.-545/Evo Big Twin to .640” lift 1984-up 1.550 .585” In.-1.875 In.-1.235 1.175” Titanium VT927Sportster EVO

9802-KIT TC88 Performance spring up Lbs.-233/ Lbs.-545/Evo Big Twin to .665” lift 1984-up 1.550 .585” In.-1.875 In.-1.235 1.175” Titanium VT927Sportster EVO

9900-KIT TC88 For race applications Lbs.-230/ Lbs.-700/Evo Big Twin up to .700" lift 1984-up 1.550" .710" In.-1.875 In.-1.200" 1.100" Titanium VT999Sportster EVO

PART # APPLICATION DESCRIPTION YEAR O.D .I.D. PRESSURE PRESSURE COIL RETAINERS INDIVIDUAL@ CHECKING @ OPEN BIND SPRING

HEIGHT HEIGHT HEIGHT PART #

7390-1 Performance replacement hydr. lifter 1984-1999 Big Twin 86-90 XL EVO

7390-4 Performance replacement hydr. lifter 1984-1999 Big Twin EVO

850-1 High Energy® hydr. lifter 1999-present Twin Cam, Buell® 2000-pres.Sportster® 2000-pres. TC88

Part #’s Description Year Applications Engine

This blend of technology and precision manufacturing prevents improper bleed down that is often experienced with other so-called“performance” lifters. Our race engineered Velva Touch™ lifters have become the standard of the industry through the use of strictquality control, precision manufacturing, and the highest grade materials available.

Velva Touch™ LiftersVelva Touch™ Hydraulic Lifter Kits are the world’s only “engineered from scratch”lifter assembly and provide the ultimate (bar none) in total performance andprecision for your street driven Harley®.

VThunder®’s patented Velva Touch™ lifter blocks replace and far outperform the stock aluminum lifter blocks; our lifter blocks are manufactured with a tough cast iron alloy to closely match expansionrates of our lightweight steel lifters so they can maintain precision tolerances even when the engine is hot. A patented oiling system provides eachlifter with its own independent supply of oil to insure proper lubrication andenhanced tappet operation at low or high RPM ranges.

* Only EVO Kits come with Pushrod Covers.

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7500-KIT Evolution–standard pushrods 1984-Present Big Twins Evo7600-KIT Evolution–Stroker pushrods* 1984-Present Big Twins Evo8500-KIT Shovelhead–standard pushrods 1966-1984 Big Twins Shovel8600-KIT Shovelhead–Stroker pushrods* 1966-1984 Big Twins Shovel9400-KIT Panhead–Stroker pushrods* 1948-1965 Big Twins Pan9500-KIT Panhead–standard pushrods 1948-1965 Big Twins Pan

KITS WITH BLACK LIFTER BLOCKS7000-KIT Evolution–standard pushrods 1984-Present Big Twins Evo7100-KIT Evolution–Stroker pushrods 1984-Present Big Twins Evo8000-KIT Shovelhead–standard pushrods 1966-1984 Big Twins Shovel8100-KIT Shovelhead–Stroker pushrods 1966-1984 Big Twins Shovel9000-KIT Panhead–standard pushrods 1948-1965 Big Twins Pan9100-KIT Panhead–Stroker pushrods 1948-1965 Big Twins Pan

*Stroker pushrods are .250" longer than standard pushrods.

VThunder® Application Year Model EngineKITS WITH CHROME LIFTER BLOCKS

Lifter Kits

• Check to make sure the screws that hold the lifters in the blockare tight. Do not over tighten or you could distort the lifter bores.

• Trial fit the lifters in the engine, make sure the lifters are free in the boresafter you tighten them down. If any of the lifters tighten up in the bores after you tighten themdown, remove the nose cone and check to see if the blocks are touching the engine crankcase.If they are, remove the lifter blocks and clearance them with a die grinder.• For street bikes, adjust the pushrod out 1 1/2 turns from zero lash. If you have a race bike,

adjust the front pushrods 7 wrench flats and the rear 4 wrench flats.

7500-KITShown

Hy-Rev™ Hydraulic LIfterAll of the lifters components are produced on state-of-the-art computer controlled machinery which holds the O.D. size, straightnessand roundness tolerances to .0003", for the precise fit demanded of today’s high performance engines. Proudly made in the UnitedStates, each lifter must pass a stringent quality control test to ensure proper manufacture and function.

This HyperFyre™ ignition is programmable by switch or with our proprietary ProFire™

software. It also features an LED for static timing, a two-step rev limit RPM activatedRPM switch coupled to an automatic timing retard. Hidden inside the gear cover, theHyperFyre™ is housed in billet aluminum that is guaranteed to withstand the hightemperatures found in the cover. The wiring harness is optimally located on theface of the HyperFyre™ for easy installation. The HyperFyre™ is manufactured inTennessee, U.S.A. with the highest heat and vibration rated, premium quality Mil-spec components available. One unit operates in either single or dual firemodes with the stock trigger wheel; just remove the stock sensor, route the hightemperature silicone jacketed wiring harness through the bottom of the gearcover, and bolt it down with the stock standoffs. The HyperFyre™ Ignition’s components allow for increased amperage to the spark plugs and its micro circuitry makes it only 1/2" thick for ultra easy installation.

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7410-1 HY-REV™ Anti Pump upHydraulic Lifter 1991-99 SPORTSTER EVO

7410-4 HY-REV™ Anti Pump upHydraulic Lifters - Set of Four 1991-99 SPORTSTER EVO

875-1 HY-REV™ Hydraulic lifter 1999-Present TWIN CAMBuell® 2000-pres.

Sportster® 2000-pres. TC88

VThunder® Description Year Model EngineHY-REV™ Lifters

• When installing any hydraulic lifter, always clean the tappet screenwhich filters the oil to the filters.

• After installing and adjusting the pushrods, always let the front liftersbleed down before rotating the engine to install the rear lifter blocks.

VTI2010 HyperFyre™ Digital Covert Ignition 1970-Present Big Twin & XL Model 45° V-Twins

Part #’s Description Year Applications

Are you tired of the limitations that manufacturers place on the amount of adjusta-bility and tunability you get in so-called “high tech” ignitions? Are you waiting foran ignition that is bolt-on easy and fully adjustable for street tuning, but totallyprogrammable for really serious tuners?

Built right here in the good old United States of America, our new superperformance Ignition Controller features high-energy, accurate spark timing, the industry’s easiest installation and unmatched programming capability. This combination of simple sophistication will meet the needs ofracers and professional engine builders, as well as weekend enthusiasts whowish to try their hand at a little “home tweaking”. The VThunder® Ignition Controller isfully potted to protect internal components from weather hazards, vibration and heat.

Installation is virtually “stock replacement” easy with no need even to remove the conecover. Fourteen (14) factory programmed baseline curves will cover most popularengine combinations, but for the more progressive tuner, our unique “switch program-ming” method allows access to advanced features such as dwell control and nitrousretard for use with the RPM switch feature. The optional Programming Interface Moduleand ProFire™ Software disk allows unlimited access to all integral computer settings forcomplete programmability.

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*VTI2000A Ignition Controller 1995-earlier Softail, Dyna, FXR, FX (w/conversion harness) Shovel, Evo, Sportster7 pin 1993-earlier XL (except 1994-later FLT & XL models)

VTI2000B Ignition Controller 1996-present Softail, Dyna Evo8 pin 1994-present FLT (except F.I.), XL

*VTI2001A Power adapter (7-pin connector) fits all VTI2000A applications

VTI2001B Power adapter (8-pin connector) fits all VTI2000B applications

VTPM2100 PC Programming Interface For use with VTI2000A/BModule w/ProFire® software Ignition Controllers

VTE2200 RPM switch harness For use with VTI2000 A or B

*For 1979 and earlier models use pickup #32402-80A and rotar #32402-83. For 1991 and earlier models use OE harness #32408-90.

VThunder® Description Year Model Engine

• When installing the Controller™ Ignition Computer, be sure that youhave a good ground to the ignition and the battery, as well as anadequately charged battery. A poor ground or undercharged battery

are common causes of ignition problems.• Solid core (copper/stainless) plug wires tend to produce a high amount of RFI (Radio Frequency

Interface), which can disrupt the operation of some electronic ignitions. For those types of ignitions, it is best to use a suppression (graphite) core type plug wire.

• Both ‘A’ & ‘B’ switches should be on ‘0’ for static timing.

Velva Ride™ Vibration Control SystemsHarley® riders love the loping, pulsing idle that the Big Twin power plant produces. But these same uneven power pulses also produceexcessive vibration that can contribute to significant rider fatigue during long rides. That is the precise reason to install our total VelvaRide™ Vibration Control System which dramatically reduces transmitted engine vibration to the rider by up to 50%. Now you can havethe sound and torque you want without experiencing that numbing feeling at the end of a long day’s ride.

Velva Ride™ Evolution® Motor MountThe best cure for the Big Twin’s transmitted vibration problem was rubber isolating the engine from the frame. We took this idea to the next logical step byusing a specially designed urethane motor mount with matching compressionand rebound sides to quell vibration using modern plastics technology. Urethanehas a much better “memory” than does ordinary rubber, and will out-last andout-dampen the stock rubber mount by a substantial margin.

The end result? Now you can enjoy that famous Milwaukee rumble with up to a 20% reduction in transmitted vibration. The Velva Ride™ Motor Mount is now available in a highly polished billet aluminum, or the original black powder coat.

Velva Ride™ Engine StabilizersTransmitted engine vibration is the enemy of every long weekend ride. With this in mind, our engineers attacked the problem by developing a patented stabilizer that emulates a miniature shock

absorber to successfully fight the transmission of vibration.

The stainless steel body contains a plunger encased in specially formulated urethane that significantly outperforms the stock stabilizers.

When properly installed on rubber mount models, the urethane plunger and rod ends isolate the engine from the frame by cancellation of metal to metal contact. Each pair comes complete with

rod ends and are ready to install on most rubber mount frames from 1980 to present. They are available single or in pairs, and with standard finish or fully polished stainless body and rod ends.

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9200-KIT Front Motor Mount (Black) 1980-present FXR/FLT Shovel/Evo9200P-KIT Front Motor Mount (Polished) 1980-present FXR/FLT Shovel/Evo

VThunder® Description Year Model Applications

9600P-KIT Velva Ride™ Polished 1980-2000 FXR/FLT Shovel/EvoEngine Stabilizer (pair) Twin Cam

9600P-1 Velva Ride™ Polished 1980-2000 FXR/FLT Shovel/EvoEngine Stabilizer (single) Twin Cam

9600-KIT Velva Ride™ 1980-2000 FXR/FLT Shovel/EvoEngine Stabilizer (pair) Twin Cam

9600-1 Velva Ride™ 1980-2000 FXR/FLT Shovel/EvoEngine Stabilizer (single) Twin Cam

VThunder® # Description Year Model Engine

• When installing the Velva Ride™ engine stabilizers, always set theVelva Ride™ stabilizers to the same length as the stock stabilizers.If you think your engine is out of alignment, check your Harley®

manual for the proper way to align your engine.

Torsional Vibration AbsorberDue to their mechanical design, all internal combustion engines emit torsional crankshaftvibrations. Harley Davidsons® are no exception. These twisting vibrations are caused byslight increases and decreases in engine speed during the power and compression strokes.This twisting can be controlled either by dissipating the energy, or by absorbing the energythat causes the crankshaft to twist.

The VTVA5 provides torsional control in the form of internal rollers designed to automatically offset the twisting forces, thereby eliminating the vibration. The VTVA5 is a CNC machined,high-quality mechanism that simply bolts in place of the OEM compensator and crankshaft torsional vibrationabsorber. Made in the United States.

Evolution® TC88 Roller Rocker ArmsVThunder® by COMP® announces the newest addition to its impressive list of innovative highperformance Harley® components, EVO Roller Rocker Arms.

VThunder®’s EVO Roller Rocker Arms are designed to reduce friction and valve wear.Constructed of 4130 Chromemoly steel. They can be used with a stock camshaft, but whencombined with a high performance camshaft, they are a must to maximize your motorcycle’spower potential.

VT7008-KIT Evo Rocker Arm KIT

Much Needed Tools & AccessoriesHarley® Head PlateIf you work on Harley Davidson® cylinder heads, you need this tool. Our new Harley Head Plate works with Evolution™,Sportster™ and Shovel Head™ styles to act as a foundation when doing any cylinder head work. Once the head isattached to the anodized aluminum plate, you can use ordinary peg head holders to position the head for porting & polishing, guide work, grinding seats and checking stem heights. Our plate is also perfect for mounting on a seat & guidemachine or bolting to a resurfacer.

VT351415 Harley Head Plate

Peg-Style Head HoldersOur Peg-Style Head Holders are a great low cost way to suspend your cylinder heads above your workbench when performing portand polish work. The tapered pins slide into the cylinder head bolt holes so you can hold the head right-side up or upside down.

POW351410 Peg-Style Head Holders (pr.)

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VTVA5 Fits all 1983 - up Harley Davidson® Big Twin Rigid Mount Engines (Including all Softail® models). It can also be

used on 1970-82 if a late primary sprocket (OE#40275-83A) is used. Fits all 1991 - up Dyna models. The VTVA5

will not fit Sportster or FXR models.

VThunder® # DescriptionTorsional Vibration Absorber

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Pro Valve Lapping ToolTired of the prehistoric valve lapping ritual? There is finally an answer to your prayers. This patented valve lapping tool uses a vacuum generating piston to create a suction that will not slip off the valve. It includes three interchangeable suction cups, which allows use on virtually any valve size. It also features a non-slip foam rubber grip that improves grip and comfort over the traditional "wooden stick" designs.The tool is made from machined aluminum, which will provide durability and value for years to come.

POW351051 Pro Valve Lapping ToolPOW351069 Replacement Suction Cup Set

Spark Plug Hole Thread ChaserA stripped spark plug hole is not a fun thing to fix. Avoid this trouble by using our Spark Plug Hole Thread Chaser to renew damaged threads and allow firm seating of plugs. Our long 13/16" hex design prevents wobble while the neoprene ring holdsthe heat-treated chaser snugly in your socket. Our tool is double ended to fit both 14mm & 18mm threads.

POW351690 14mm & 18mm Thread Chaser

Valve Seal InstallerOur CNC machined aluminum Valve Seal Installer makes installing PC seals a breeze. This tool works with .500” and .531” PCseals and prevents seal distortion or gouging during installation. Anodized for durability.

5334 Valve Seal Installer

Mini Valve Spring TesterOur hydraulic Mini Spring Tester is designed to be a portable and low cost alternative to a bench top style spring tester. Our 0-1000lb tester is scaled off in 20lb increments and includes a rubber gauge protector and a recalibration feature. The hexdesign body can be placed in a vise, used with an arbor press, or with the addition of a flange, used in a drill press.

5314 0-1000 lb. Mini Valve Spring Tester5315 Drill Press Flange5316 Calibrated Test Spring

Arbors & Seat/Guide CuttersMost high performance engines require larger than stock diameter valve springs. Our Spring Seat Cutters allow youto machine the spring seats using an ordinary hand drill. We even offer seat cutters to accommodate the spring seatcups that are so widely used today (Note: all seat cutters cut to .630" inside diameter). Our Valve Guide Cutters aredesigned to shorten the valve guide boss for high lift cams, and also reduce the outside diameter to accept triplesprings and/or aftermarket valve seals. Each tool utilizes our Interchangeable Arbors, which are sold separately, so order the one that matches your valve stem diameter.

V-Twin Performance Tuners HandbooksThree excellent technical books by Denny Dennish covering high performance parts to engine design and building,tuning tips to performance theories, and power curve analysis to track side tuning. If you are serious about

building or tuning for power, these books are a must.

VT901055 Big Twin High-Performance GuideVT901060 V-Twin Tuner’s Handbook, Volume OneVT901065 V-Twin Tuner’s Handbook, Volume Two

4726 Valve Guide Cutter .530" (For standard teflon seals)4728 Valve Guide Cutter .625" (For stock diameter seals)4730 Arbor/Pilot for Cutters - 5/16" diameter4732 Arbor/Pilot for Cutters - 11/32" diameter 4734 Arbor/Pilot for Cutters - 3/8" diameter

4719 Spring Seat Cutter 1.550" O.D.4720 Spring Seat Cutter 1.580" O.D. (For use with cup)4722 Spring Seat Cutter 1.680" O.D. (For use with cup)4727 Valve Guide Cutter .446" (For triple springs)4725 Valve Guide Cutter .485" (For triple springs)

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Pro Valve Lock Removal and Installation ToolDon’t risk your fingers when removing or installing valve locks anymore. Our new magnetic tool is definitely the best way to perform this delicate task. To install locks; compress valve spring, place valve locks on magnetic stem, push body of tool over the locks and position them onthe valve stem, release valve spring. To remove locks; use the magnetic stem to pluck off the valve locks once the spring is compressed. Severalsizes available to cover most automotive and motorcycle applications.

5307 Pro Valve Lock Tool - 5mm, 5.5mm, and 6mm Locks5308 Pro Valve Lock Tool - 7mm, 8mm, and 5/16” Locks5309 Pro Valve Lock Tool - 11/32” Locks5310 Pro Valve Lock Tool - 3/8” Locks

Valve Spring Height MicrometersThis is by far the quickest, easiest, and most accurate way to measure valve spring installed height. Our height mics installjust like a valve spring then the tool is expanded until it has fully seated the valve, locks, and retainer. This simulated instal-lation is what allows ultra precise readings. The tool is then read like a micrometer and is accurate to .001”.

4928 1.400” to 1.800” Range Height Micrometer4929 1.600” to 2.200” Range Height Micrometer

VThunder®Racing T-ShirtVthunder® 100% preshrunk cotton T-shirts have a full color VThunder® logo on the back and a smaller logo on the chest. They arethe perfect racing T-shirt for any occasion. The shirts are available in... L, XL, XXL, & XXXL.

VT106 Vthunder® Racing T-Shirt

Research & DevelopmentVThunder® by COMP Cams’® attention to the future has set it apart in the motorcycle aftermarket industry. At VThunder® we don’t wait ontechnology, we define it. Our R&D team provides unmatched ability in designing the world’s finest camshafts and valve train components. That experience, coupled with the latest computer-aided technology for carrying out every phase of the design process,provides the ability to produce a product that few, if any, can match.

The following are just a few of our ingredients for success which ensures YOUR success.• A one-of-a-kind computer based cam profile organizer, custom made to our specifications, which is used for cam design as well as

measuring and recording all data from each and every performance cam and stores the information to a database by serial number.• Two independent valve motion analyzers. One is OPTRON-based, while the other uses a laser transducer to sense valve motion.• A spin fixture for valve train component durability and over stress testing capable of maintaining speeds up to 12,000 RPM.• Three fully functional CAD stations, each equipped with the latest in design and modeling software.• A complete Superflow Dynomometer, with baseline test engines.• A computer driven camshaft master maker that cuts what was previously a four day process to make a camshaft into a two

hour process.

In addition to these items, we have a complete machine shop on premises to do anything from tooling and prototype fabrication to allaspects of engine rebuilding, as well as a fully equipped dimensional/material analysis laboratory for measuring any feature of our parts thatwe desire. All this technology gives us the ability to provide our customers with “Products That Have Unmatched Quality & UnbelievablePerformance.”

Degreeing a CamWithout a degree wheel:

If the engine is in the chassis, use a stand to get the rear wheel off the ground. Using a dial indicator to get a measurement at the lifter, startwith the intake lifter. Put the transmission in high gear then rotate the rear wheel forward until the intake lifter is at the lowest point (heel ofthe cam), and set the indicator to zero. Continue to rotate the rear wheel in the same direction and watch for the TDC (Top Dead Center) markto center itself in the timing inspection hole. Take note of the indicator reading at this point. Now, rotate the rear wheel in the opposite direction back to the zero reading on the indicator. At this point, double check that the intake lifter is again at its lowest point. The exhaustlifter is done in the same manner, however start by rotating the rear wheel backwards to get the lowest point of the lifter (0˚ indicator reading). Then continue in the same direction until you get the TDC mark centered in the timing inspection hole. Note the indicator readingand then rotate the rear wheel forward until you again see the exhaust lifter at its lowest point and a ‘0’ indicator reading. The readings forthe intake and exhaust should coincide with the manufacturers cam spec card supplied with your cam.

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With a degree wheel:

Install the degree wheel and pointer on the sprocket shaft, being sure that the degree wheel will not slip on the sprocket shaft while theengine is being rotated. (Substitute a camshaft holder plate in place of the gear cover so that the cam lobes are visible to the eye. The platemust be installed without excessive play to locate camshaft). Starting with the front cylinder, use the spark plug hole and find approximatepiston TDC. Adjust the pointer on the TDC mark on the degree wheel. Now find true TDC: back up the engine approximately 15˚ (Reading A)and thread a piston stop in the plug hole until it touches the piston. Rotate the engine in the same direction (backwards) until the piston gently touches the piston stop and note the reading on the degree wheel (Reading B). Add Reading A to Reading B and then divide by two(Reading C). Move the pointer on the degree wheel to Reading C without actually cycling the engine, so the piston stop is still against the piston. Now cycle the engine in the reverse direction until the piston gently touches the piston stop again. The degree wheel pointer shouldbe at the same point as Reading C. If it is not the same, repeat the procedure until both readings are identical. This will be true TDC!

Once you have an accurate TDC reading for the degree wheel and pointer, set up the dial indicator so that it is solidly on the intake lifter, andmake sure that the dial indicator has enough travel for the lifter to go over the cam lobe. Cycle the motor until the intake lifter is at the lowest point (heel of the cam, base circle of the camshaft) and zero the dial indicator (verify that the indicator always returns to zero afterthe engine is cycled in either direction). Cycle the motor again (in the normal direction) until the intake lifter is at the lowest point (heel of thecam, base circle camshaft) and zero the dial indicator (verify that the dial indicator always returns to zero after the engine is cycled in eitherdirection). Cycle the motor again (in the normal direction) until the intake lifter is pushed up *.053". (Do not reverse rotation of the motor asthis will cause inaccurate readings). Check to see if the intake opening event at .053" agrees with the manufacturers cam spec card. Cyclethe motor so the intake lifter is .053" off the base circle on the closing side. Check the intake closing events at .053" with the manufacturerscam spec card. If both readings agree with the spec card, then the cam is in time (+/- 1˚ is acceptable). If the cam timing was out on eitherreading, you must press the gear off and reinstall it in a new position or use our keyed multi-index gear.

*Note: Our cam spec sheets display opening and closing events at .053". This is the most accurate method of degreeing the cam.

Valve TimingIn an effort to simplify what actually happens inside an engine, VThunder® by COMP Cams® invites you to “take a walk” inside a typicalengine, just like the one you have in your motorcycle. We’ll discuss valve events, piston position, overlap and centerlines. Although we don’thave enough room to explain cam design in great detail, we will try to clear up several of the most often misunderstood terms, and hope togive you a more clear understanding of what actually occurs in the operation of a four-stroke engine. We’ll graphically illustrate the relation-ship between all parts of the engine and try to help you understand how the camshaft affects the power of the engine.

We begin with the piston all the way to the top of the cylinder with both valves closed. Just a few degrees ago the spark plug fired and theexplosion and the expansion of the gases forced the piston toward the bottom of the cylinder. This event which pushes the flywheels isreferred to as the “power stroke” (fig. 1). Each stroke lasts 1/2 crankshaft revolution. Since the camshaft turns at half the speed of thecrankshaft, the power stroke only sees 1/4 of a turn of the cam.

As we move closer to the bottom of the cylinder, a little before the piston reaches the bottom, the exhaust valve begins to open. By this timethe charge has been burned and the cylinder pressure begins to push this burnt mixture into the exhaust port where it exits the engine. Afterthe piston passes true bottom or bottom-dead-center, it begins to rise. Now we have begun the exhaust stroke (fig. 2). This forces theremainder of the gases out of the cylinder to make room for new air and gas. While the piston is moving toward the top of the cylinder, theexhaust valve quickly opens, goes through maximum lift and begins to close.

Now something quite unique begins to take place. Just before the piston reaches the top of the cylinder, the intake valve is not fully closed.The exhaust stroke of the piston has pushed out just about all of the burnt mixture and as the piston approaches the top, the intake valvebegins to slowly open. Here begins a siphon or “scavenge” effect in the chamber. The rush of gases into the exhaust port will draw in thestart of the intake charge. This is how the engine flushes out all of the used fuel. Even some of the new gas escapes into the exhaust. Oncethe piston passes through top-dead-center and starts back down, the intake charge is being pulled quickly so the exhaust valve must closeat precisely the right point after the top to keep any burnt gas from re-entering. This area around top-dead-center with both valves open isreferred to as “overlap”. This is one of the most critical moments in the running cycle and all points must be repositioned correctly with thetop-dead-center of the piston.

We have now passed through overlap. The exhaust valve has closed just after the piston started down and the intake valve is opening veryquickly. This is called the intake stroke (fig. 3), where the engine “breathes” and fills itself with another charge of the air/gas mixture. Theintake valve reaches its maximum lift at some defined point (usually about 106 degrees) after top-dead-center. This is called the intake centerline, which refers to where the cam has been installed in the engine in relation to the crankpin. This is commonly called degreeing.

The piston goes all the way to the bottom as it starts up, the intake valve is rushing toward the seat. The closing point of the intake valve willdetermine where the cylinder actually begins to build pressure, as we are now into the compression stroke (fig. 4). When the mixture has allbeen taken in and the valves are now both closed, the piston begins to rise, compressing the mixture. This is where the engine builds power.Just prior to the piston reaching the top of the cylinder, the spark plug fires and we are ready to start again.

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Cam Recommendation FormName:Address:

City:State: Zip Code:Daytime Phone ( )

WE NEED THIS INFORMATION ON YOUR HARLEY®

Model & Year:Engine Size:Bore & Stroke:Compression Ratio:Rocker Arm Ratio:Carb Size:Intake Manifold:Fuel Injection:Cylinder Heads: Ported?: Yes NoValve Size: Intake Exhaust Piston Type?Compression Ratio:Exhaust:Motorcycle Weight:RPM Range of Engine:

HOW WILL THIS ENGINE BE USED?StreetStripStreet & StripPerformance StreetEconomy Street

WHAT CAM ARE YOU USING NOW?StockBrand: Part No. Specs.

CONSIDERING THE PRESENT PERFORMANCE OF YOUR BIKE, PLEASE ANSWER THE FOLLOWINGDo you want more low speed torque? Yes NoDo you want more RPM? Yes NoWhere do you want to improve your bike’s performance?

*Please Copy and Fax this form to us at 1.901.366.1807 or mail copy to the address at the top of the page.

VThunder® by COMP Cams®

3406 Democrat RoadMemphis, TN 38118ATTN: Tech Dept.

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General InformationHours of Operation: Advisory sales personnel are available from 7 a.m. to 8 p.m. (CST) Monday through Friday. VThunder® is closed Saturday, Sunday and all legal holidays

Technical Assistance: Technical advice is available from any of the VThunder® sales personnel. For assistance call 1-800-967-1066,FAX us at 1-901-366-1807 or write to: VThunder® by COMP Cams® 3406 Democrat Road, Memphis, TN 38118. We can also be reachedvia the internet at www.vthunder.com.

Sales Information: Warehouse Distributors must be able to maintain a representative stock of VThunder® camshafts, valve train components and other accessories for distribution of jobber accounts. In addition, an initial stocking order is required. Contact VThunder® for details.

Shipping: Shipping is normally via UPS or FEDEX. Express air freight, airport-to-airport, bus, parcel post, air mail, etc. are possiblemethods when absolutely necessary or requested by the customer. Where possible, orders are shipped the same day. Large shipments to jobbers and warehouse will usually be made by truck upon mutual agreement between the customer and VThunder®

Terms: All orders to jobbers or warehouse distributors will be sent C.O.D. for cash or certified check, unless other arrangements havebeen made with VThunder®.

Damaged Merchandise: All shipments are fully insured; therefore, all claims must be made with the freight company. Do not returndamaged merchandise to VThunder® unless prior arrangements have been made.

Returned Merchandise: Merchandise may be returned only if prior approval has been granted by VThunder®. All merchandise returnedfor credit must be returned in perfect condition. Merchandise will be inspected at time of receipt. It should be returned prepaid andinsured and may be subject to a handling fee. Credit will be issued at lowest purchase price within the last 12 months.

Warranty Returns: All merchandise returned for warranty consideration, inspection, repair, regrind, etc. must be sent prepaid andinsured. Included must be the sender’s name, address, phone number and an explanation of the problem as well as the work to bedone. All merchandise returned must be accompanied by a written authorization number. To obtain and authorization number contactVThunder® at 1-800-967-1066.

Prices: All prices are subject to change without notice. Price lists are available from VThunder®. Except as noted, in this catalog, allproducts are not legal for sale or use on pollution-controlled vehicles.

Limited Warranty: VThunder® by COMP Cams® warrants that all of its product are free from defects in material, workmanship andagainst excessive wear for a period of 12 months from the date of purchase. This limited warranty shall apply for a period of one yearfrom the date of purchase and shall cover only the original purchaser. This warranty is valid on camshafts only where new lifters andproper valve springs are used, such as those found in VThunder® kits. VThunder®’s obligation under this warranty is limited to therepair or replacement of its product. To make a warranty claim, the part must be returned within one year from the date of purchaseto VThunder® by COMP Cams®, 3406 Democrat Road, Memphis, TN 38118, freight prepaid. Items covered under the warranty will bereturned to you freight collect.

There is absolutely no warranty on the following:A) Any parts used in racing applications.B) Any product that has been physically altered, improperly installed or maintainedC) Any product used in improper applications, abused or not used in conjunction with proper parts

There are no implied warranties of merchantability or fitness for a particular purpose. There are no warranties which extendbeyond the description on the face hereof. VThunder® will not be responsible for incidental and consequential damages, propertydamage or personal injury damages to the extent permitted by law. Implied warranties of merchantability and fitness are limited for aterm of one year from the date of original purchase. Some states do not allow limitation on how long an implied warranty lasts or donot allow the exclusion or limitation of incidental or consequential damages, so those limitations may not apply to you. This limitedwarranty gives you specific legal rights and you may have other legal rights which vary from state to state.

Please note: This catalog has been compiled to the best of our ability. We assume no liability for errors contained herein. It is theresponsibility of the installer to ensure that the components are correct before installation. We assume no liability for any errors madein components selections or installations. VThunder® reserves the right to make necessary changes in products it manufactures andmarkets at any time to improve product performance.